Design and operation of bulk carriers 2009

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26 - 27 October 2009

The Institution is not, as a body, responsible for the opinions expressed by the individual authors or speakers

THE ROYAL INSTITUTION OF NAVAL ARCHITECTS

10 Upper Belgrave Street

London SW1X 8BQ

Telephone: 020 7235 4622

Fax: 020 7259 5912

ISBN No: 978-1-905040-62-9

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Hull Integrty Management

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Year: 1954

Source: Skaarup Shipping Corporation

machinery aft, wide hatch openings to ease cargo

handling and a hold configuration that could

eliminate the need for shifting boards.”

Ole Skaarup

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Source: Skaarup Shipping Corporation

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Automatic input of information from:

Lloyds Maritime Information Services (LMIS), LRFP, PSC (AMSA, Paris, Tokyo, VDM, IOMOU & USCG) Detentions and Deficiencies

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Automatic input of information from:

Lloyds Maritime Information Services (LMIS), LRFP, PSC (AMSA, Paris, Tokyo, VDM, IOMOU & USCG) Detentions and Deficiencies

Vetting Decision

CAP Bulk

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Vetting Decision

CAP Bulk Hull Integrity Management

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been industry standard for tankers for long time.

to require a CAP (min rating 2) for vessels above 25 years of age

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Loss of Erika – 1999/12/12 Loss of Prestige – 2002/11/19

Introduced by DNV in 1989

Today DNV carries out about 140 CAP projects yearly

The losses of Erica and Prestige contributed towards making CAP a de facto commercial requirement for older tankers

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requirements

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Still, Class is only involved at intervals ….

BIMCO Bulletin 1, 2007: “Seafarers are not experts in structure and strength of materials

and will generally have only a passing knowledge of naval architecture But they have the

important virtue of being aboard their ships for months at a time, and can take a consistent

view of the structure over a period Properly trained, they can often make a more informed

judgement than anyone whose visit to an unfamiliar ship is short In the detection of such

problems as fatigue cracking, a well-trained crew can be very valuable The key to success

in this early intervention is a risk-management approach which will indicate to trained ship’s

officers vulnerable parts of the structure which require their attention.”

Michael Grey, correspondent and former Editor of Lloyd’s List

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Still, Class is only involved at intervals ….

BIMCO Bulletin 1, 2007: “Seafarers are not experts i materials

and will generally have only a passing knowled ave the

important virtue of being aboard their ship nsistent

view of the structure over a period P rmed

judgement than anyone whose ch

problems as fatigue cracki ess

in this early intervent p’s

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Hu g y g

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Services

Processing of condition data (3D views, areas, weights, costs)

Preparation of repair/docking specs

Advanced calculations (stability, strength, fatigue)

Inspection planning

Recording/storing of inspection results

Vessel / fleet condition monitoring

Hull condition reports

Supportsimplementation of the manuals

Integrity Competence

Basic hull strength

Reporting forms

Inspection plan

Training and implementation support from DNV

Manuals

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Hull Integrty Manage

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Hull

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Where is it likely

to find cracks?

up by the

structure?

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- How does corrosion impact the structural integrity of your

vessel?

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Areas of attention

Acceptance/rating criteria

Reporting forms

Inspection plan

Manuals Competence

Basic hull strength

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Cracks in way of bracket toe and flange

Main frame connections to topwing sloping plating and side shell

Cargo Holds – Upper Bracket Connections

Grooving corrosion

Cracks (same detail as for lower bracket) Check for general

corrosion and deformed frames (due to cargo handling)

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Areas of attention

Acceptance/rating criteria

Reporting forms

Inspection plan

Manuals Competence

Basic hull strength

Integrity

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Repair/Docking specifications

Be prepared!

Efficient and precise recordings!

Shore management module (Web application)

Superintendents Fleet manager Owner

Be in control!

Shore management module (Web application)

Inmarsat

Inspection reports

Reports for charterersPromote your fleet!

Secure database – access controlled by client

Hull Integrity Database

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Services

Processing of condition data (3D views, areas, weights, costs)

Preparation of repair/docking specs

Advanced calculations (stability, strength, fatigue)

Reporting forms

Inspection plan

Manuals

Inspection planning

Recording/storing of inspection results

Integrity

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Should we scrap, rather than throw money at our old lady?

How can we control cost, and get the best value for money out of our docking?

Where should we focus our resources for best effect?

How do we manage the technical risks

we are facing?

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Steel Weight and Coating Area

Emergency Repair Services

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Practical risk mitigation proposals will be given.

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cargo tanks only.

UTM and repair reports from 2 sisterships.

Methodology:

Statistical analysis of UTM data based on DNV CAP methodology.

Corrosion prediction based

on DNV methodology.

Comparison with sisterships.

Practical experience.

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tanks Recommendations:

Additional UTM in a.m areas

Extend UTM team to include electronic reporting enabling swift analysis of data

Pre-docking inspection by experienced surveyor

Identify final scope of repair prior to entering repair yard

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Estimated steel renewals

0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8

Case – 96 000 DWT tanker, 15 years

Identified actual repairs in:

Deck longs in cargo tanks (slightly more than

predicted)

Deck webframes in cargo tanks(less than predicted)

Total (preliminary) 206 tons

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Estimated steel renewals

0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8

Case – 96 000 DWT tanker, 15 years

DNV carried out a repair optimization study:

Revision of Minimum Thickness of deck longitudinals in CT 1 & 2

Reduced repair requirement 54 tons.

Optimized total repairs

152 tons.

Savings in the range of 1 million USD.

Potential saving by choosing a yard with low steel prices in the range of 2-3 million USD.

ROI 1500% – 5000%

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DNV’s Involvement

Control of hull condition

DNV survey Owners inspections

DNV involvement:

assistance

Hull Integrity Management

DNV involvement:

verification

Class Non-Class

CAP

Condition report

on request

1A1 PIMS-HULL

Interm and annual surveys

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DNV’s Hull Integrity Management (HIM) is a practical concept assisting owners and operators

in their in-service follow up, keeping their ships’ hull fit for purpose through continuous control

of the hull condition

Based on DNV’s knowledge and hull expertise, Hull Integrity Management empowers your ship officers It teaches them where to look and what to look for during regular on-board inspections

Hull Integrity Management helps in early detection of defects and to deal with problems while they are small

DNV’s Hull Advisory services give access to DNV’s vast hull competence instead of investing

in in-house recourses.

This create business advantages and reduce the maintenance costs at the same time.

Charterers notice better maintained vessels, maintenance costs drop, accident risk reduces and compliance with regulations and standards is easier to achieve

In this way DNV’s Hull Integrity Management program contributes to establish best practice for maintenance of Bulk Carriers.

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Safeguarding life, property and the environment

www.dnv.com

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LIFE CYCLE COST OF MAINTAINING THE EFFECTIVENESS

OF A SHIP’S STRUCTURE AND ENVIRONMENTAL IMPACT

OF SHIP DESIGN PARAMETERS (YOU CAN CALL IT: “THE LIFECYCLE PAPER”) )

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EXAMINE FROM AN ECONOMIC ECONOMIC POINT OF VIEW POINT OF VIEW

THE VALIDITY OF THE PHRASE USED BY YARDS

AND DESINERS:

“CARRY CARGO NOT STEEL” (FACT OR SOPHISTRY ?)

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LIFE CYCLE COST OF SHIPS

IS COST BORNE BY SOCIETY

ENVIRONMENTAL POLLUTION

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WHEREAS DOCUMENTED CORROSION STUDIES SHOW:

(LR Bulk Carriers: “Guidance to operators on the inspection of cargo holds” November 1991)

TO CORROSIVE SWEAT PENETRATING HARD COATING

(NKK “Hold Frames - Key Players For Safety of Cape Size

Bulk Carriers” June 2002)

(DNV Corrosion Protection, Impact on Modern ship Design , Paper Series No 2000 – P008, June 2000)

CONSIDERING ONLY 0.10 MM / YR AND FINALLY

0.18 MM/YEAR (4.5 MM TOTAL CORROSION MARGIN)

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MEAN 1 ST FINAL

CORROSION OLD DRAFT DRAFT

RATES RULES NEW NEW

SIDE PLATE TOP 0.25 0.24 0.09 0.14

SIDE PLATE REST 0.15 0.23 0.07 0.12

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0 0.05

0.1 0.15

0.2 0.25

0.3

FRAMES HOPPER BULKHD SIDES BOTTOM

ACTUAL DATA

PRESENT RULE (BASIS

20 YRS)

NEW IACS (BASIS 25 YRS)

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CORROSION ADDITIONS IN TOTAL MM

20 YEAR

WASTAGE OLD 25 YR 25YR

25 YEAR RULES NEW NEW

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PRESENT RULE (20 YRS) NEW IACS (25 YRS)

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• PANAMAX BULK CARRIERS

SHIP A - LOW INITIAL COST

- LOW CORROSION ADDITIONS AS PER CSR

SHIP B - ADEQUATE CORROSION ALLOWANCES AS

DICTATED BY EXPERIENCE AND STUDIES

- HIGHER INITIAL COST

- LOWER CARGO INTAKE

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20 YEAR MAX LIFETIME

1,700 MT REPAIRS

14 DAYS/YR REPAIR TIME

INCREASING MARGINS FOR TRUE 25-YEAR DESIGN LIFE

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PRINCIPLE CHARACTERISTICS SHIP A SHIP B

DISPLACEMENT 84400 T 84400 T DEADWEIGHT 73000 T 71710 T LIGHTSHIP 11400 T 12690 T

ESTIMATED STEEL REPLACEMENT AGE 10 150 T 0 AGE 13 350 T 0 AGE 15 600 T 20 T AGE 18 1100 T 80 T AGE 20 1100 T+ 120 T AGE 23 1100 T+ 180 T AGE 25 1100 T+ 200 T AGE 28 1100 T+ 300 T ESTIMATED COMMERCIAL LIFE 20 YEARS 30 YEARS DICTATED BY FINANCIAL CRITERIA

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PERTINENT FINANCIAL DATA

NEWBUILDING PRICE $ 31,000,000 $ 32,290,000 SCRAP PRICE ($ 180/LTD) $ 2,052,000 $ 2,284,000 BASE ONE YEAR T/C RATE $ 13,000/DAY $ 12,770/DAY

INCOME REDUCTION FACTOR DUE TO AGE:

16-20 YEARS 90% 21-25 YEARS 85% 26-30 YEARS 80%

STEEL RENEWAL COST $ 1.70 / KG (CHINA) EXTRA STEEL COST AT NEWBUILDING $ 1.00 / KG (CHINA)

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• LIFE CYCLE COST @ 0, 2, 7 % INFLATION /

0,5,10,15 %DISCOUNT CASH FLOW ANALYSIS AS ABOVE SERIES and SENSITIVITY ANALYSIS:

NEWBUILDING PRICES / T/C RATES / COST OF STEEL

NO OWNER WOULD INVEST $ 1.85 MILLION IN STEEL

RENEWALS AND $ 450,000 DRYDOCKING COSTS ON A SHIP WORTH $ 2.05 MILLION SCRAP, WITHOUT

REASONABLE PROSPECTS OF ADEQUATE RETURNS.

THEREFORE SHIP A WILL, IN ALL PROBABILITY, BE

SCRAPPED AT 20 YEARS.

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• LIFE CYCLE COST PER ANNUM (AAC)

FIGURE 1: LIFE CYCLE COST PER ANNUM (AAC)

1500 2000 2500 3000 3500

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SHIPS REQUIRING JUST 80 TONS OF STEEL RENEWALS AT AGE

SHIPS REQUIRING 1,000 TONS, ALL OTHER THINGS BEING EQUAL.

2001 NOBE IN EC N MICS FOR WRITING THE PAPER :

“THE MARKET FOR LEMONS – Quality uncertainty and the market mechanism”

The premise: When there is no reliable information about the quality of a product, Bad products drive out the good ones

Common Sense ? YES

(That is why, before finally being accepted for publication, the

paper was rejected by 3 economic journals as “ triviality ” )

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AKERLOF CALLED IT “ASYMMETRIC INFORMATION”

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SOCIAL COST

IN ORDER TO MAINTAIN THE SAME VOLUME OF TONNAGE SERVICING WORLD TRADE, SMALL CORROSION ALLOWANCES WILL CAUSE:

HOUSE EMMISSIONS FROM SHIPBUILDING

- GREATER TRANSPORT COSTS TO BE BORNE BY SOCIETY

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CONCLUSION (OF FIRST PAPER)

CARRY CARGO, NOT STEEL = PLANNED OBSOLESCENCE

A SELF SERVING SOPHISTRY

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Robust ships or Achilles heel? War of words over common rules

For the best part of half a century, any suggestion that

Greek shipowners might concern themselves with acting

to improve quality standards in ship design and

maintenance would have been laughed at…

The main thrust of the Greek arguments on technical and economic grounds is taken up in a 28-page paper entitled Life cycle cost …

The paper makes compelling reading and comes up with some dramatic conclusions…

MAY 4TH, 2006

Tiêu đề	Design And Operation Of Bulk Carriers 2009
Tác giả	Støstein Goksøyr
Người hướng dẫn	Det Norske Veritas AS
Trường học	Royal Institution of Naval Architects
Chuyên ngành	Naval Architecture
Thể loại	thesis
Năm xuất bản	2009
Thành phố	London

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Số trang	765
Dung lượng	31,25 MB